Internal combustion engine power plant



C. F. BATT. INTERNAL comusnow ENGlNE POWER PLANT.

APPLICATION FILED JAN. B. 1915.

muted July 8, y1919.

2 SHtETS-SHEET l.

5345 @is @In C. F. BATT.

INTERNAL COMBUSTION ENGINE POWER PLANT. APPLICATION FILED JAN. a. 191e.

l @$92356 Pmen'te July 8, 1919.

2 sHtETs-SHEET 2'.

Tige 53 a" simplicity oi i l fi naar,

nasoq To all wwm it may concern:

Be it known tliat l, @nannies citizen oi tbe United States, resident andWliose post-onioe` address is 327 dererson avenue, in the borough oilroolrlyn, city and State oi New York, have invented certain new anduseul improvements in lnternal-Combustion-Engine Power llantst which theiollowing is a description, relierence being bad to tile drawings torn/ring a b ereota lvly invention relates to prima niovers and rnoreparticularly to internal combustion enginas, and, in a particular iorni,tlie application tor advantageous propulsion o vebioles, or in othercases wliere tiie power plant is transported with the vehicle requiringtlie power, or in other applications and uses as will be apparent. Theadaptability of the construction it is apparent will be suitable tortraction wbeels or tractors, all oli which corne vvitlfiin tbe generalclass oi2 vehicles, although they may be used ior plowing, harrowing orrnany otlier kinds o worin ln its commercial iorm iny invention hasavvide i'ield or application as an entire and separate unit adapted toineet a great variety o' conditionsa among the various objects are to benoted compactness et construction, directness and application oi tliepower tlie engine te the driven elements, other advantages as willappear roni this specilisation7 f ln the accompanying drawings l haveshown a speoii'ic embodiment oi iny invention in an axle suitable biles,`in which the cylinders reciprocate Within the axle ndusing andlongitudinally with respect to the axle, delivering their power to thecentrally located axle members,

This motor is a further development oi the principle embodied by ine inone i'orrn in application tiled December 2l, i910, Seria No. 598,662, inwhich the form or rnotor was more particularly'directed to its use as astationary type with fixed foundations and in which fixed abutmentsresulted in movable pistons. ln the present type a sbalit is causedtorevolve while thefcylinders remain stationary, lying parallel with thesliat and radially about 1t, in order that tbe intake and exhaustarrangements may be more readily provided fon i ln the particular tornishown in the ad 'for use for autornocompanying drawings and lierea'literfully describasliows a part longitudinal sectono tlfie arde.

i* ig. il a side elevation of tbe central part oi tlie axle.

l is a section at lill-dll of Fig. li.

Fig'. lll is a transverse section at tne iniddle of axle.

ig. "if is a section at l/T-l, Fig. J..

is a section on the airis o one end of tne axle tlirougli tlietransmission ineenanisrn.

ln Fig. l tlie axle housing l is sbovvn partly in longitudinal section,vvitli the iinal axle drive rneinber 2 projecting at tlie right-hand endWliioli is-conneoted to the liub oi a road Winni, preterably in theusual manner, by a cluteli on tne outside or tlie hub. 'in thisconstruction tlie axle hub would be carried on bearings on tlie end 3 othe housing, ivliicn is termed as a reduced portion of the iiousing capor end L, secured by bolts 5 to tlie rnain portion or" tne housing Theiniddle seetion of the housing G carries various elements et tlieengine, and centrally supports the ineebanisin to convert tlie axiallyreciprocating; leisten motion into a rotary motion oi' tbe axiallycentral drive sbatte '2-7 Tie liousing l supports tne springs in anyusual manner, and through tiiein, or other rneinbers Wnicli inay bedistance rods or radius rods, tlie reaction oi tlie drive sliatt istransmitted to tlie iiraine or the venicle. 4

rllie engine comprises essentially the two opposed cylinders, formed byinterior surfae oi3 the liousing at 8, in which are pistons 9, thelieads l@ oi: which nave a cen- 'tral liole and flange ll itting aroundthe tubular valve stein l2. 'l`lie valve stern l2 nas a collar 13, witha series of periorations le, shown more particularly in Fig. lll, Whilethe collar i3 has a sliding lit on the shaft section 7 and abuts againstthe spring l5, which engages in turn a portion of tlie centralstationary block. The valve 'nead 16 engages a seat i7, secured to thecylinder bead 1%, and has perforations 19. Suitable piston rings,interior and exterior, may be used as indicated? Exhaust ports are shownat 20.-

The `pistons lare Connected by the yolre 2l, leaving; bearing plates 22and a yoke cap 23, in which a cranlr pin 24%. engages to mainlos tainoperative relation between the yoke and the crank 25, which is integralor suitably connected with the bevel gear wheelI 26, adapted to rotateon the stud 27, being held thereon by a suitable nut, as shown. 'Aduplicate of the gear 27, is on the opposite side of the axis of thedriving shaft with a. duplicate of crank, crank pin and engaging yoke,which yoke forms on that side the connection between the abutting endsof the pis-- tons. So arranged both pistons move back and forth at thesame time and in the same direction, being rigid with the two yokes, andby their engagement with the pins on the cranks, the cranks are turnedwith each motion of the piston.

The central block which forms an anchorage for the center of thetransmission mechanism between the piston and the drive shaft sections,also forms the middle section of the axle housing, and embodied in thisthere is built-up the following mechanism. vrlihe shell or the maincasing 6, has interiorly the block 30, which is held in place by thesleeve 31,' and on the intake side by the sleeve 32, while twocomplementary blocks 33, are bolted together by bolts 34, having ateither end sleeves 35 screwed or otherwise secured to them, projecting asuiiicient distance to engage the interior of the pistons at the extremeof their stroke. l

Before assembling the blocks 33, there is placed on their interior thebevel gears 36 which may be supported by suitable bearings on theblocks. The hubs of said gears are fashioned with jaws which engage thesleeve 37, which is formed with clutch jaws on either end to engageeither one or the other of said gears, to drive shafts 7-7 in eitherdirection. Sleeve 37 may be in a disengaged or neutral position withrespect to either of the bevel gears 36, and at the same time the sleeve37 having a squared interior engages both abutting ends of the driveshaft sections 38.l To operate sleeve 37 for engagement anddisengagement at its ends with the bevel gears, a collar 39 is operatedby an eccentric pin on the control rod 40, operated by a rack rod 41,engaging the pinion 42.

On the opposite side of. the central housing 6, is a gas intake 43,secured by a removable cap 44, inclosing valves 45 on either side of acentral partition 46, which partition diverts the incoming gases inopposite directions to the two cylinders respectively, through the ports47.

The operation of the engine, it will now be seen, is effected by theintroduction of gases through the intake 43, from any suitablecarbureter, or other source, the gases passing through the valve 45 andport 47 reach the inner side of the piston 9. With the power stroke ofthe piston, that is the piston Inoving toward the central section of theaxle,

4valve is allowing the new recense rior of the head of the piston. Thecontinued motion of the engine, which at this point meansan explosion inthe opposite piston, then drives the first-mentioned piston on itsreturn toward the head of the cylinder, whereupon the spring 15 insuresthe closing of the tubular valve on its seat 17 and the further motioncompresses the charge in the cylinder head or explosion chamber, and ata suitable time the ignition 'by means of a spark plug 48, is electedcausing the explosion and commencement of another power stroke.

Vhen the outward movement of the piston has almost reached its limit andthe engagement of the collar 13 takes place, the head' 10 of the pistonhas reached a point where the exhaust ports 2O are opened, and the inertgases then pass out, and as shown in the drawings, exhaust into theair,- although any other suitable connections to conduct the exhaustaway may be used. At the time of the exhaust however, the inlet gases,compressed crank chamber, to pass through the valve into the cylinderhead, which is shown in annular dome shape, so that the fresh gasesenter at one end of the cylinder space while the exhaust gases areleaving the other end, which results in a very advantageous scavenging,particularly as the, annular central inlet. valve from which the gasespass toward the head wall or dome of the cylinder, insures a motion ofthe'incoming gases to produce most effective scavengmg.

Many changes may be made with respect to cooling of the cylinder head,and waterjackets may be applied in the usual manso-to-speak, into thener to the outside ofv the cylinder or supplementary sleeves, but asdescribed in the particular form herewith illustrated the essntialelements in my combination will be c ear.

The transmission of motion to the axle, it will be seen, is accomplishedby the yoke 21 drivin drive t e gear 26, which gears are in mesh withvboth ears l36, and drive them in opposite directlons about thelongitudinal axis of the axle, when the clutch 37 is shifted intoposition, shown in Fig. I, the left-hand gear 36 will drive the sleevesquared ends 38 of the two shaft sections, the drive is transmitted tothe shaft section the crank pins 24, which in turn l 37, and from 'the Ys The motion or" the olutol'i meinner ineens@ 7 7, and at theirextremity the power is transmitted to the change speed mechanism at eachend of the axle housing by means ot clutch it .A transmission gear beingat either end ci the axle, only half or" tlie power `troni the engine istransmitted through each oiil the gears, permitting correspondinglysmaller sized parts. The transmission, shown in section in Fig. lll.,comprises the shell 50, keyed at one end tothe end ot sliai't 7, rlhestub shalt 5l is keyed to gear 52, and at its other end loosely sleeve53, which sleeve engages and is movable on the squared end 5s orn thewlieel sliai't 3, surrounding and Jireely moving on the sleeve 53 is thesleeve 55 or tlie clutcli 56, and this clutch member with sleeve 55 maybe moved axially by means o'f the collar 5'? its groove into which theeccentric 58 engages, which is t rneol by t -e control stub ysliait 59and levert@e serves to disengage 55, with its surrounding coniplementaryclutch member 5l, which in turn is part et the yolte 52, lbetween thetwo portions oi' which are tlie planetary pinions in pairs tEd-5e, onthe pin-ion sliaits 65. l'inions oei mesli with the central gear 66,which has clutch members 6? on its hub, adapted to be engaged by theciotolei members at. one abutting extremity Aot sleeve 53.

The end cap t8 oi the sliellill is sen oured in any suitable manner, andhas tlie cluteli teeth 59A to engage tlie periphery ci clutch member 55,permit slight axial motion of the clutch member when moved by eccentricpin 58 against the action oi the springs l0. rl"lie end cap 58 issupported in bearings oasi-ed. in end portion e forming the cover 'io-i1the complete axle housing, and in this manner the shell 50 is supportedto rotate in tlie aigle housing.

lt will thus be seen that eccentric pin 58 is moved by means orG lever6G, so as to withdraw the clutch member 5-, then niembers 6l and 62 willbe 'free to rotate with the shafts and supports oia tlie pinions 63 andofi. ln this relation the drive sliait 5l drives the pinion 52 which iskeyed to it and rotates pinions 63, thereby rotating pinions 6e at thesame speed, but as the two sets ot pinions have a dierent -number ofteeth, and pinion @il engage with gear 66, the latter will 'be `rotatedat a diierential speed and by the jaw clutch members 5? it will drive'the sleeve 53, whichyby engagement with the squared end 5s will transmitthe rotation to the wheel axle tube and thereby drive' the roadl wheel.lf now. the movement of the clutch member4 el, and thereby the shafts otthe pinions 63 and is interrupted by bringing about a rictional subs'contact between the clutch members 56 and el, the speed transmitted tothe gear 66 will be varied and will constantly be increased, the moreclosely the speed of clutch member 5l approaches the speed or movementor" clutch member 56. 'iliis variation oi speed is thus brought about byvarying-,the pressure contact between the clutch members and permittingsuch slip as may be desired toV eeot the desired speed at any giventime. 'llie clutch in tlie :forni shown, as to angularity et contactingsuriaces, and in other respects is intended to indicate the character oithe clutch with which such variation oi" pressure can be attained, andat the same time maintain smooth running, without accidental looking otengaging faces. flien, however, it is desired to operate the road wheelsat 'full speed, then the eccentric pin 58 is turned by the lever 50 to aposition i-niitting the snrings 7G tol press the clutch members into nrmengagement, and in that condition all the gears and sleeves so looked tuas one, and the eomplete sliell 50 with its internal parts rotutes as aunit, `and the transmission to the wlieel- 2 is ei'iected without theaction or anyV gears and tliere'iiore without power loss.

sliown in the drawings, it will be seen the parts may be lmounted ontlieir proper bearings or shafts and assemand vinserted in the casingandin the and locked into position, and tliat may also be disassembledtor inspeetion, replacement or repair with ipaeility, at

saine affording inthe case of transmission completely inolosed housingwhich be i'illed win lieavy oil or grease to insure smooth running,` andmake the mechatially noiseless. in Fig. l iave shown adjustabletiniswitcli in which the members 72 and 73 have engaging contacts in anyusual torni,

one oi them Connecting to the leads or spark plugs a8, and the otherconnecting with the loads roin tlie battery or other source oT ignitioncurrent. By means ot lever le, o perated by arm 75 and sliatt T6,supported in the housing, the contaet may be Vvaried to vary the time oiignition.

lt Jill thus be seen that l embody in a single rear axle unit all oi"the engine, and likewise the transinission,-or, `in other words, thecomplete driving or power plant for a veliicle. By the arrangement oiparts produce an axle which in shape and size contorni to thepermissible arrangement dimensions of present-day practice in automobileconstruction. l embody therewith an engine which being oi the doubleopposed type and two-cycle, gives a substantially uniform or continuoustorque eiiect, and by the distribution or transmission or" the powerdirect to either wheel, in each case through a separate transmission,more compact and -smaller parts are made permissible. Vv'ith respect tothe power unit, the carrying of the rotating shaft axially through thepistons or through the entire engine, and the means of varying thereciprocating motion of the pistons to the rotary motion of theseshafts, afl'ord the many advantages which will be apparent in thepractice of my invention.

The transmission aifords a constant variation of speed from apredetermined low to a direct drive, and the same constant variationapplies to the reversing by sleeve 37 and lever d0, or the engine isstarted in the reverse direction by shifting the timing device andgiving the engine the initial movement in the direction desired, whichmay be accom- `plished by means of any suitable starting apparatusattached to the supplementary shaft 77, or to such other part of theengine as may be convenient.

ln any modified form a gear reverse mechanism may be used, while othermodifications may be made as to features or types of engine, withoutdeparting from the spiritof my invention. The parts in general arecylindrical and interlitting in such a way as to afford facilities ofmanufacture ,as well as assembly. rlhe position of parts requiring largediameter and space are concentrated at a point in the axle, namely, nearthe center where the increased diameter aiords the necessary strengthrequired at the middle of a transverse axle housing.

While numerous Variations as to arrangement and dimensions, andmodifications of tral axial shaft in said housing and trans-` theelements of my structure, may be made to the embodiment of my inventionwhich l have herein specifically shown and described, my invention isnot limited to this particular embodiment, but what I claim and desireto secure by Letters Patent is:

l. In a self-propelled vehicle, a complete powered generating andtransmission unit comprising a non-revoluble axle housing, an engineembodied in said axle housing with a portion of the housing shellconstituting cylinders for the engine, pistons reciprocating axiallywithin said housing and a cen- Lacasse substantially continuouscylinder, a drive shaft extending axially through said cylinder,transmission mechanism, a housing c'ontiguous with the engine cylindersand sup-v porting lixed axes, gears rotatable on said axes and meansconnecting the same with the pistons, for the purpose described.

4. An internal combustion engine comprising a double opposed cylinderwith reciprocating pistons rigidly interconnected, a yoke on saidinter-connection, bevel gearing located within the lateral cylindricaldimensions of said cylinder, and means to operate the same by said yokefor transmitting power to a. shaft.

5. A power unit for an automobile, cornprising a non-revoluble axlehousing, an engine constituting a component part of said housing withpistons reciprocating axially in said housing, engaging the internalwalls thereof, shafts located axially in said housing and projectingbeyond the ends thereof and wheels mounted thereon exterior to thehousing, transmission mechanism between the cylinders and the wheelswhereby the speed of the wheels at each end of the housing may be variedwith respect to the engine.

6. A driving unit for an automobile comprising engine cylinders locatedaxially of the driving axle and forming the axle housing, a mixtureintake centrally' located in said axle housing, annular opposed pistonslocated in said cylinders, tubular inlet valves located axially withinsaid annular pistons and means co-acting with said valves and pistons toautomatically admit air to the combustion chamber of said cylinders.

7. A power unit for automobiles, comprising a stationary axle housing,road wheels at opposite ends exterior to said housing, shafts projectingfrom said road wheels axially into said housing and a plurality ofcylinders positioned between the axles and the interior walls of thehousing and reciprocating axially therein, and gears on axes iixed withrelation to the housing to transmit the reciprocating motion of thepistons to said shafts, and change speed transmission mechanism betweenthe pistons and the road wheels.

8. A power unit having driving and driven shafts, pistons surroundingand moving parallel with the axis of one of saidy shafts and gearscooperating with said members and a yoke operated by said pistonsadapted to rotate said gears.

9. A power unit cpnrprising a tubular shell, pistons adapted to operateaxially within said shell and a yoke actuated by said pistons locatedcentrally and adapted to reciprocate parallel to the axis of said shell,gearing actuated by said yoke and a driven shaft contained in said shelland operatively connected with said gearing.

soV

i0. iin s 4se'il-propeiie vehicle, an exie housing constituting esei-propeiied power unitJ including pistons reciprocating Within theWeils of said housing and moving pareile] with the axis of said housing,i driven shaft rotatably supported on the exis ci seid housing andpassing through said pistons, gearing shaft supports therefor einbodiedin said housing latere-Hy with respect to the driven shaft7 and meanseennecting the reciprocating pistons with the gearing `to transmitmetion te the driven shaft enfi a ciutcii Within saici housing tocontrol the transmission power from said shaft, ier the purposedescribed.

in testirnon57 ,vhereo" have signed my naine te this specification, inthe presence of two subscribing Witnesses, this l? dey of `rcvemieers191e.

CHARLES F. BATT:

Witnesses iERMAN F, @Anm Rusninone.

